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I ! jjj I First American Passenger Aeroplane for Private Service With Comfortable jj I Enclosed Body, How Fast It Will Go, What it Costs to Run and What It Is Used For j I 7V7TE think of the aeroplane as an in strument of war something he i longing to the Army or Navy along with artillery, torpedoes and trench fl ' mortars. ( But the flying machino has taken on a wider field of usefulness than its military service. In this country the Post Office Hj Department has done a little toward using , aeroplanes in fast mail service, but these have been Army machines. The first real specially constructed com. fl mercial aeroplanes have been built abroad , and put into commission for the London- ! to-Parls service. This is now a regularly 1 established passenger and baggage service I between these two great European capitals, j The distance between London and Paris is about 235 miles and the passenger planes cover it in about 3 hours. And simila? Kt service in America will' soon be in- lugurated. In this commercial service between London and Paris the furoiliar military ma H, chines are not used. A special design H' of aeroplane has been constructed with all . the luxuries of a Pullman car. There is a line saloon fitted with carpets and fifteer. H; windows. i Passengers sit in velvet cushioned arm chairs, with receptacles at their elbows for maps, books and papers. A handsome clock and ornate mirrors givo a tono of elegance to the interior, which is lighted by clec- H' H' In addition to wireless telegraph there Is a wireless telephone equipment con necting with land stations. There arc also spacious luggage rodm and pilot's cockpit. The machine is designed to carry about H' 5,000 pounds when fully loaded. Two engines of 450 horse-power propel the H' aeroplane. Hj The London-tO'PariG service is now in Us fourth montli, with increasing patron age, both passenger and freight. The Handley-Page Transportation Com pany operates the daily service between London and Paris, leaving the Ilounslow Airdrome at uoon and arriving in Paris at 3 p. m. These machines carry ten pas sengers on Tuesdays, Thursdays and Sat tirdays. On Mondays, Wednesdays and Fridays smaller machines are used, which carry only four passengers. There is no service on Sunday. A ticket for the trip, which costs 1." pounds and 15 shillings, or at present ex change, about $50, entitles the holder to take along 30 pounds of baggage. Any excess of this amount is charged foi The landing in Paris is made at Lc Bourget Airdrome, whence passengers arc carried in motor buses to Paris. In Lon don motor bus service is maintained be ;ween Cooks Tours, Pall Mall Office, Pica illlly Hotel and the Ilounslow Field. This transportation is included in the cost of England's passenger air oxpress service from London to Paris, has been In opcra tion since August 25, of this year, and since then the machines hare flown a total of 53,000 miles. Although Great Britain has been the pioneer in establishing a regular scheduled passenger service of the air, surrounding the traveller with every comfort of a 1 palatial parlor car, the United Stales, 1 however, Is making rapid strides toward 1 the inauguration of similar air routes for the transportation of passcnges. Already the Curtiss Aeroplane and Motor Corporation has one piano in operation niiich is designed for passenger carrying nd this machine is somewhat similar to chose which are being used on the London B to-Paris route. The luxudous air limousine which the ! Curtiss company has built, photographs of Trhich appear on this page, is called The Eagle and numerous trial flights have H been made with great success. It seats eight persons in all, or seven passangers besides the pilot. This is one more pas senger than even the largest automobiles ;cat.. Ir. is seldom that a private-' auto sioblle, unless especially designed, Is con- ' View Inside the Long Limousine. structed to carry more than six passencers and a chauffeur, or seven in. all. Six months of experimental work were necessary before the Curtiss Eagle was sent away on her Initial trial and the cost of this work, together -with the actual cost of constructing the machine, has made its building price total $100,000. The greatest success has been encount ered with the machine and plans are now completed for placing this type of pas senger carrying aircraft on a production basis. All the needed data having been accumulated and all of the required tests having been made, The Eagle design is now being sold to private enterprises which have been incorporated for air pas senger service. The first machine to be sold has been disposed of by the Denver agent of the Curtiss Company to a local concern there. This company is going to start air pas senger traffic "between Denver and Estes Park. The latter is ten thousand feet up in the Rocky Mountains, about 125 miles, from Denver. It is one of the most famous sightseeing points in the West and is now accessible only by motor bus. Another plane is being negotiated for by a construction company in California, which is building a tunnel between two lakes where there is a difference of about 6,000 feet in their respective altitudes. Carrying the materials to these levels Is arduous and expensive, and the attempt wlll.be made to make deliveries by the air route. The machine will also be especi ally desirable for tho transportation of en gineers, workers and executives. The new Curtiss air bus is a biplane which has been particularly designed for carrying either freight or passengers. For commercial success it is expedient, natur ally, that the cost of upkeep and operation shall be low in addition to a comparatively low buying price. Hence this machine, -which sells for $40,000, is of medium size. The larger the plane the greater the horse-power needed to propel it, and engines of great power constitute tho most expensive items in a plane's construction. The eagle has a wing spread of 61, feet 1 inches, and from the nose in front to the end of the tall is 36 feet 9 inches long. Standing at rest on tho ground its height is 12 feet 4 inches. Threo motors of 150-horsopower each give is a maximum speed of 105 miles per hour, and each one of these engines cost $5,000 apiece. An altitude of 10,000 feet is easily accomplished. The builders of The Eagle have made every efTort to carry out the resemblance to tho king of birds further than in name. The enclosed limousine body is painted at the front with the head and beak of an eagle, while the landing wheels were or iginally painted to represent claws, springs and body painted a rich brown add to the illusion. The passenger compartment within Is, of course, the most interesting feature. Tho whole is glassed in with wide windows which afford an unobstructed view in all directions. Eight leather-tufted wicker easy chairs, arranged four on each side as in a Pullman parlor car enable the traveller to lounge in absolute comfort. This room, from tho back of the pilots chair and its parallel companion chair, is about ten feet long and carpeted through out. In the floors are electric radiators to keep the room heated. The electricity (C) 1010, lnttrnatlooal Feature Service, Inc. 12 1 IHCHLS I " ; Compnfatjvo :04-4 3SyfV Digrams ly.L-zxn lo,M7 )'-'1'Wf!? Showing the g -jif-- i l" lKfe I "W Difference in tho 3fl-? I ftT fi b Seven-Seat "'"W-l I ol I Hi&fe Ui Limousine and 4 rf l"; ' J the Roomy Eight- OOOB" Scat Aeroplane Limousine. c222 i ' 'e2lN:HCS . I T ' is generated for this purpose and for lighting by the main motors, which may bo connected up with a small electric gener- ' a tor. - The cabin is 4 feet 3 Inches wide and 4 feet 6 inches high. The al3lo between the seats Is 6 inches wide, and while this seems to be very narrow tho seats nro so placed that tho chairs on one aido are opposite tho Intervals between the aeats on the other, and In this way con siderable more space Is gained for mov ing about. Between the seats from front to rear tho distance is one yard. No facilities are afforded on board for tho cooking of meals. As the cruising radius of this type is limited to 475 miles, or at most a five-hour trip, light lunches carried in hampers and hot foods and irinks contained in vacuum bottles aro Great Britain Rights Ucacrrcd deemed sufficient for tho satisfaction of . the passengers' appetites. A baggage compartment in the rear of the passenger saloon is another feature This room is sufficiently largo to acconv weichtnfinn i"ggaB to weight of 200 pounds. The carrying capacity is 1,350 poundg and tho amount of freight thai mav be aVlt ah?-'erned b' t,,S Cro5 ight of the eight passengers. If it is desirable or necessary to use the ma:hine as a freight carrier tho chairs may be lifted out, the carpet taken up and the entire space-aside from the pilot's seat given over to the load. The Curtiss engineers maintain that $1.50 per mil will cover all of the costs for every mile that the eagle type is opK ated m the air. This includes salary of tho pilot which in the case of Curtlsa -Si i pilots range from $50 to $75 per week flPt cost of upkeep, depreciation, insurance, gas and oil consumption. ; JJj It is interesting, therefore, to make a ', m. comparison as to what it costs a persoc M$zi to take a 100-milo trip by air and by auto -mJtP mobile and rail, respectively. ' The operating cost of a 100-mile Jourue7 by air would be $150. A concern would IS have to charge nt least 50 per cent of this -w"7 sum additional in order to net a profit and pay overhead expenses of maintaining torminals nnd their complement ' of em- 'BES ployces. The total charge then would be $225 for the trip. Dividing this sum be- 'wM tween the seven passengers the fare would (MfiS. be $32 each. H By hired automobile a Ney York com- Wffla pany renting largo motor cars estimates tW? over good highways it would cost thirty- SlI five cents per mile. The 100-mile trip j 'iRk? would, therefore, stand each of tho six i Mwpj passengers, in a seven-passenger car with (k chauffeur, about $6. , Jjjl A 100-milo journey by railroad costs jul three cents per mile, to which adding the Hl Government lax and Pullman charge tho total amounts to $4. jgj; The air journey would, therefore, cost i . Sj- about eight times that of the rail and five w and a half times that of the motor trip K However, the trip by air can be made in I 55- less than half the time of the rail and IP three times quicker than by motor, ,! .: jL'91 It must be remembered also that the air ; ticket costs more than the others because i; of the fact that aeroplane construction fs ' 1 not yet standardized; that motors cost- lng $5,000 and $6,000 have to be run , glji until worthless by way of experimen- ? tation. and entire planes broken up to de- termine their various breaking points. I B Some time in the near future, when a great deal more Hying knowledge is ar- , 1 quired and various construction materials ; ryjj' have beGn definitely proven, then builders I of aeroplanes will be able to standardize I their machines and bring the price down j Ivtl i.u u ufeuiu jujiaiuC1aui.v ueiow mat oi sucn vJFvi types as The Dagle, which now stands at ijpo $40,000. HIES. Those passengars who have been aboard ir? The Eagle on some of her S2 flight3 have been enthusiastic over their experl- M? ence. Some of these are Otto Praeger. ( B Second Assistant Postmaster-General and , Bllfe head of the aerial mail; General Charles ; ,B?5yl T. Menoher, director of the Air Service; Benedict Crowell, Assistant Secretary of ! B$r War; Mrs. Newton D. Baker, wife o tho 'iH Secretary of War; Mrs. George Barnett, IwSS wifo of the commandant of the United jKI' States Marine Corps; General L. E. O. f. Charlton, British Air Attache; Herman 'flfiPt Lundquist, Speaker of tho Lower House of Sweden; Lieutenant-Commander P. N. L. ! Bellinger, of the NC-1, and representatives from practically all the foreign embassies, : 1& It Is said that tho outstanding Impres- sion in riding is the almost total absence KM of the feeling that one is speeding through iSiP9 the air Wiile the roar from the motors Ife is slightly disturbing at first, this graS IIS ually disappears as one becomes accus- iNlir tomed to the noise. It is possible to read -UIE$ and write comfortable, and a game of Wi n?JoS,ma.even b0 '"bulged in to while K n th 1 ?- The enclsed cabin shuts 'J out tho rushing wind. 'llPfer When tho machine Is starting and while i Wm lunnlng along the ground the wheels ar j IL eIUe?ulpped for th absorbing o B shocks that one does not experience any discomfort from jarring. It Is jus? iko ; riding in an automobile on a smooth road. te, air lhere Is absolutely no vibra- I U$ Jn Th SQnso, of stabity is said to bo M very strong and one feels quite secure. &pr The absence of side swaying and the nolso nmnTnd,ntE 0n ra,ls' 03 experienced in ? mi lailroad coaches, make tho air journey far v ?nL Jyilb e' There ,s also n danger i of losing one's oqutlibruim, as people fro- Sl1' fluently do when a train is rounding a